Vive la différence! First drive of a Renault Megane E-Tech

First released in Europe in April 2022, the Renault Megane E-Tech was initially expected in Australia in early 2023. But, like most EV releases for Australia – it has been late to the show.

Now, following several delays and false-starts, it has finally hit our shores and TheDriven recently attended the formal press launch and drive day for the new, all-electric Megane E-Tech.

The new Megane is interesting in several ways. Firstly, it is built on the same electric-only CMF-EV platform used for the slightly larger Nissan Ariya. As such, it will make an interesting comparison to the Nissan version when (if?) the Ariya finally arrives.

Secondly, being an electric-only platform, the designers have taken advantage of the extra room available by pushing the wheels further out to the corners and swallowing some real-estate from the former ICE engine bay to make the interior roomier than its ‘small SUV’ VFACTS classification would lead you to expect.

Thirdly and perhaps more importantly, it shows the intentions of Renault Head Office to become an all-electric brand in Europe by 2030. The Megane E-Tech is the first ‘traditional’ Renault nameplate to go electric only with no future petrol, HEV or PHEV versions to be made.

It also spells the end of the Renault Sport Megane. Future performance versions of the Megane will not only be electric, they will be branded Renault Alpine rather than Renault Sport.

What do we get?

The Megane E-Tech is offered here in one specification only – the mid-level Techno version. (Unlike the UK where it comes in Eqilibre, Techno+ and Iconic versions).

It is worth noting that although Renault have registered the top spec ‘Iconic’ alongside the Technic on the Australian Government’s vehicle data base, Glen Sealey (General Manager at Renault Australia) commented it was unlikely we would see the top version here any time soon, if ever.

The Australian version has even had a few options deleted: presumably in an effort to reduce its cost down from initial pricing estimates of $78k-$80k to now be around $70,500 on-the-road (before applying subsidies).

These include a smaller inbuilt AC charger (7 kW instead of the standard 22 kW in the UK and most of Europe) and no inbuilt navigation (you need to rely on your smartphone and Google maps for this function).

Renault also seem to have fairly low expectations for its sales volumes, with Glen Sealey saying that he would be comfortable with selling perhaps 500 or so in the first year.

Renault is however very keen to promote the new Megane’s environmental credentials. The motor is a synchronous wound rotor AC motor (meaning no rare-earth magnets required), and inside the vehicle, parts such as the dashboard, centre console, headrests, and carpets are made using recycled materials – including 100% recycled material in the seat upholstery.

Getting started

The seating and driving position are comfortable and it is easy to set yourself up with mechanical adjustments for fore and aft, seat rake and height, plus electric lumbar adjust. In addition, the steering column has both rake and reach adjustment. The driver’s display is also well placed, clear and easily readable.

Beside the driver’s display is a 23 cm (9 inch) central multimedia screen that responds easily to a light touch with easy to use menus. Additionally, there is a row of mechanical buttons for the temperature, fan and demist functions, meaning there is no visual distraction from the job of driving when you want to adjust the system.

In fact, to me the infotainment system left me wondering why some manufacturers insist on installing vast areas of screen to the detriment of more easily accessed physical buttons.

In the rear there is provision for three with plenty of headroom and enough legroom, although the low front seat bases means there is little room for fitting your toes beneath the rear of the front seats.

In addition, for a longer trip the middle rear seat would be better suited to a smaller child than a full-sized adult. There is also a slightly ‘closed-in’ feel to the rear seats due to the dark interior colours, raised rear window sills and small rear window.

Load space

Unlike a lot of small SUVs and crossovers, the Megane’s boot floor is not level with the boot lip – instead there is a deep recess. Rather than being a disadvantage – it actually means there is more boot room available than you might think for its 4.2m length/ Boot volume is 440 litres with the seats up and 1,332 litres with the one third/two thirds rear seats folded.

A curious thing I did find was the rear opening was not as large as you would expect of a hatchback. This is due to the previously mentioned fashion for swoopy rear aesthetics and the need to get the lowest possible coefficient of drag figures, meaning the roofline at the hatch is relatively low.

Driving

As I mentioned earlier, there is plenty of adjustment in both the seat and steering column, meaning there is almost too much choice in setting up the ideal driving position!

One slight distraction is the rear view mirror using a camera instead of being a mirror. This is due to the recent trend for ‘swoopy’ car designs. As a result, modern car rear windows are getting smaller and smaller with an associated limited rear view available.

(By the way – in some cases, like the Polestar 4, the rear window has disappeared altogether).

Whilst the camera gives an excellent rear view, it does mean you need to adapt your focus quickly when looking from forward at the road to close at the rear-view screen (unlike a mirror).

Yes, you do adjust and would probably not notice it once you had been driving the Megane E-Tech for a few days: but in my short time with it, I did at times find the change distracting.

On the road, Renault’s over 10 years’ experience with building EVs shows. Acceleration is sprightly, with a 160 kW motor and zero to 100 km/h time of 7.4 seconds. The drive options of Comfort, Sport and Eco work well, plus there is an option to set up a drive setting tailored to your preferences.

Included, too, are steering wheel paddles to adjust the regenerative braking setting up and down (in what is becoming the standard for these – left paddle for up and right paddle for down). As a long-term EV driver, I find this a useful function as it allows for adjustment without moving the hands (or eyes) away from the primary task of driving. The inclusion of a selectable ‘hill-hold’ was an appreciated addition and I found it to work seamlessly with no hesitation or jerking when pulling up or starting off.

As mentioned earlier, it was a welcome find to have a row of physical buttons under the infotainment screen for the major heating and ventilation functions, making it easy to adjust these without taking your eyes off the road. Renault have also worked hard to maximise the WLTP range by making the vehicle lighter and more efficient rather than take the easy way out of adding more battery (and cost).

The Megane E-Tech has a WLTP range of 454km, yet has only 60 kWh of battery (providing a WLTP efficiency of 15.6 kWh/100 km) and weighs 1642 kg.

Even though I only spent three hours driving around Sydney’s suburbs and motorways, it was enough to show the Megane as a capable, easy to live with car. Steering was light but still gave reasonable ‘feel’. Handling appeared to be good, but I would like more time on varied (and more familiar) roads to fully assess that.

One slight disappointment was the firm ride. This, by the way, was probably due to the current automotive fashion equivalent of high heels: i.e. fitting large wheel rims with low profile tyres. (The Megane is fitted with 20 inch rims and 215mm wide, 45 profile tyres). Mind-you, even though the Megane was a bit ‘jiggly’ over uneven surfaces, its suspension was also well designed enough to comfortably take obstacles like speed humps in its stride.

Renault have also included a full suite of ADAS (Advanced Driver Assist System) functions. In particular, the safe following distance warning was well presented as ‘time to next vehicle’ shown in green, amber or red to signify a safe distance based on the travel speed.

Price

One aspect of the drawn out arrival of the Megane E-Tech was the drop in price between the initial pricing announcement in June 2023 and its arrival. Originally, it was to be around $80,000, but its on-the-road price is now approximately $70,500 (before application of any relevant state subsidies).

Competition

The closest competitor to the Megane E-Tech would be the new Hyundai Kona electric at $65,000 on-the-road (OTR). Others include perhaps the MG4 mid-range ($48,000 OTR/450 km WLTP) or long-range ($60,000 OTR/530 km WLTP).

The Atto 3 might also get a look-in, but it is bigger (at 4.45 m long) plus the longest range version of the Atto 3 (at $54,000 OTR) is 30 km WLTP less than the Megane.

On paper, a Tesla Model Y is also a very close competitor in both price ($71k OTR) and range (455 km WLTP), however it is also a significantly larger car (4.75 metres long compared to the Megane at a diminutive 4.2 m).

In addition, the Tesla may not appeal to the customer profile of the Megane E-Tech, given the Tesla’s minimalist approach of using a central computer interface with no driver’s display, lack of tactile buttons and no indicator stalk.

Summing up

On the day, Renault were at pains to promote the Megane E-Tech as principally a city car. This was surprising – and perhaps shows Renault Australia are not yet fully on-board with understanding EVs.

With a WLTP range of 454 km, good driving dynamics, roomy interior and 130 kW DC charging – to me it would make a good all-round replacement for the current mid-sized family car. Especially given it has a towing capacity up to 900 kg.

Given the Renault Megane E-Tech is priced reasonably against its direct price competitor of the Hyundai Kona (and ‘maybe’ competitor of the Tesla Model Y), the choice comes down to specifications, price and personal choice of design language.

The Renault reflects a European style of vehicle design which will appeal to a certain group of buyers – as do the Atto 3, Tesla and MG appeal to other design languages and price points.

As a final note: it is fantastic to see some variety in choices and style developing in the EV market, or as the French say, vive la différence!

Technical specifications for the Renault Megane E-Tech:

Bryce Gaton

Bryce Gaton is an expert on electric vehicles and contributor for The Driven and Renew Economy. He has been working in the EV sector since 2008 and is currently working as EV electrical safety trainer/supervisor for the University of Melbourne. He also provides support for the EV Transition to business, government and the public through his EV Transition consultancy EVchoice.